Matt0matic

Crickets...

. Anyone have experience with them? I recently picked up a set of used Industrial Injection Dragon Flow Stage IV (150HP) injectors. The II Dragon Flows are a bit unique in the fact that they have a 10-hole EDM honed nozzle (6 large primary holes / 4 small ancillary holes). The 4 smaller holes are designed for better fuel atomization and control at lower RPM's (less smoke).

How large of an injector could be ran with this turbo?

Did you clock the discharge? What did you so with the waste gate?

What about the ten and over hole injectors? The Industrial Injectors all have over 10? Any benefit?

Anyone know if these wheels would work for a light duty truck? Supposedly a 16.5 8 lug "semi" wheel?

Still running without problems, I'm thinking the PowerService Diesel Kleen had something to do with the fuel filters clogging they were only 5-6 months old; or a bad batch of fuel.

Or I somehow pumped air into the injector and didn't have the VP bled correctly; but, I don't understand how that could happen with a daily driven vehicle.

Bypassed the filter system with some 1/2" line and a remote 5mic filter and the truck fired up after bleeding the system, including injectors. I replace all filters and reinstalled the fuel system and the truck runs like it did prior to this episode fuel pressure jumps straight up to just under 20psi by both my mechanical gauges and holds there under all driving conditions. I cut open the water/fuel filter and it looked brand new with no visible wear- to me it looked brand new; the 3 micron Donaldson on the other hand was slightly discolored compared to the fuel/water, but other than that there was nothing I could see obstructing flow. The only filter I wasn't able to inspect was the 1/2" fuel screen prefilter before the pump. (But it got replaced before I bypasses the system and didn't cause an improvement.) If I had to take a wild *** guess: either a bad batch if fuel or the Diesel Kleen injector cleaner causes something to go wrong.

Good idea on a second gauge, I'll report back with new readings ASAP.

Timbo APPS sensor on the truck which replaced the failing OEM, I'll check function tomorrow.

Trying to diagnose a my truck dying while driving down the freeway. Truck is a 1999 Cummins 5 Speed in a 83 Ford. VanAken Box 1/2 Napa fuel strainer before the Fuel pump Walbro 255 Fuel Pump 20 Mic Water Separator w/drain Donaldson P558000 3 Mic Fuel Filter Donaldson P551313 1/2 fuel line from the sump to VP The Fuel system is all brand new from tank to the filters to the 1/2 line to the VP as of 6 months ago. Here is how yesterday went: Brother gave me a bottle of Power Service Diesel Kleen and figured why not try it, I haven’t had a heavy trailer on in a while and have been using it on short trips. Filled up 38.8 gallons of fuel and poured in the dosage for 40 gallons. Loaded up a trailer full of wooden spools and moved them to another job site 30 miles away I get literally one mile from my destination and the truck dies after I let out of the throttle coming off the freeway. Had 20psi fuel pressure when it died; after that it would just turn over and not fire when ignition was engaged. I get a coworker to pull me off the freeway and I put the truck in gear to slow down to keep from hitting him, at this point the truck fires up from the motor turning over while in gear and remains running. I end up being able to drop the load of and return back to the shop 30 miles away without a hiccup, same 20psi fuel pressure. End up running some errands and total another 40miles on the truck until it is time to go home at which the truck dies again as I let out of the throttle on an off ramp en route to the yard. Had the boss pull my truck the remaining one mile to the yard- and again the truck wouldn't fire with the ignition but it would fire from being pulled and slipping it into gear. Still have 20psi showing on the gauge. Today after work I get to take a look at the truck- flip the key to run, where normally it jumps right up to 20psi BUT this time it slowly climes to 20psi. I check the voltage at the pump and it is only pulling 8.5v, disconnect the pump and I have 12.5 at the wire. I replace the pump with a new on and now it pulls 9.8v- but it still is slow on reaching 20psi. After bleeding the air out of the system the truck fires up and runs for about 3 mins surging the whole time and eventually dies on its own accord. My next step is to replace the fuel filters and if that doesn’t clear it up going to take the wiring harness of the VP and just give it power and ground to rule out faulty IP. Any suggestions or advice?

Be safe!

I need to get my info into the sig. This is in my 83 Ford Cummins swap- the sender is mounted in the tank and functioning per my multimeter test; I just need to figure where to splice in the two wires from the sending unit into this harness.

Yep t:neutral:hat is the one I currently have in the tank, just need to figure out where to tie those two wires into the harness in this truck.

X2 no need for the clutch besides starting and stopping. The three trucks I've ran (Mack, international, and ford) all ran better if you ignored the clutch after you got rolling..

Thank you! I have a good deal of diagnosing to do. As for a scan tool, any suggestions? - - - Updated - - - And for the 0463- I do not have the sending unit connected to the computer. That was my next research project figuring how to wire in the new Dodge fuel level sending unit. For the time being I'll looking into the battery, alternator, and look for leaks.

A few days ago truck didn't seem to make boost like it used too; I figure it was the fuel filters so I didn't worry much and just finished swapping a new gas tank, Vulcan filter kit, 1/2" fuel line from the tank to Vp, and threw a new lift pump on (same Walbro 392). Before I had 23 psi idle and 19 under a load; with no changes to the bypass I now have 20 psi at idle now and I can't get the truck under a load.I see under 10 pounds of boost when before this occurred it would peg the 25psi gauge.1594,0463,1492,1693 are the codes displayed on the dash.Any ideas? I'm praying the VP is okay. Turbo is dirty from the old oiled air filter on it but no shaft play.

Glad I have pulled the trigger on a AD lift pump- seems to be some concerns with them.

Sounds like you are having a good day, hope things start getting better for you.

Where did you find the 380HFRR is that for the 128:1 ?

The XDP is not going to be a 'cheap' route. One gallon of XDP treats 512 gallons of fuel, and one gallon of Summer treats 2560 gallons of fuel; and a gallon of 2-stroke treats 128 gallons of fuel. Yet they both cost ~$50 per gallon, IIRC $52 for XDP and $54 for Summer and ~$12 for a gallon of two stroke. XDP: ~$0.10/gallonSummer: ~$0.02/gallon2-stroke: ~$0.10/gallonFor me it was an easy choice as I don't utilize two stroke engines frequently and it would not be cost effective to buy it a gallon at a time so I ordered the Opti-Summer fuel treatment; I have yet to use it due to swapping from the two 19 gallon tanks on my rig to a 19 aux. tank plus 38 gallon main set up. I will let you know how it compares to 2-stroke in my truck that is used for mostly for daily driving.

Very true- I think I have a gallon or two of 2-stroke in the shop but it's the same stuff that has been there for ages for the few times I do need it. Just throwing out ideas; if the OP isn't using 2 stroke engines frequently I'd suggest looking at cheaper alternatives. There is a study out that compares a good number of additives, a search aught to turn it up. - - - Updated - - - http://www.dieselplace.com/forum/76-gm-trucks/64-maintenance-fluids/177728-lubricity-additive-study-results.html - - - Updated - - - And an even better table for the data- http://articles.mopar1973man.com/general-cummins/36-fuel-system/68-hfrr-testing-of-common-diesel-fuel-additives - - - Updated - - - Is there a restriction on downloading the pdf's? Seems I cannot.

Opti Lube Summer performed better than two stroke and iswas cheaper.

For the money, it can't get any better. I felt the same about mine.